JPS6264927A - Apparatus for detecting torque of engine - Google Patents

Abstract

PURPOSE:To make it possible to measure the torque of an engine conforming to an actual value, by providing a delay means applying a delay time to operation with respect to the change in the opening degree of a throttle valve and operating the torque of the engine on the basis of a delay time. CONSTITUTION:An engine torque detection apparatus 200 is constituted of a throttle sensor 202 detecting the opening degree of a throttle valve and a microcomputer 201 as an operation means consisting of CPU3, an AD converter 204, a solenoid driving circuit 205 and a delay means 206 applying a delay time to operation with respect to the signal of the opening degree of the throttle valve. When a throttle valve opening degree signal is inputted to the microcomputer 201 from the throttle sensor 202, the delay means 206 successively stores the throttle valve opening degree signal to output the signal three times ahead to the AD converter 204 as the present throttle valve opening degree signal. By this method, the torque of the engine can be detected as the value conforming to actual engine torque.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to an engine torque detection device that calculates engine torque using a throttle valve opening signal as one type of human power.

Conventional technology In general, automatic transmissions installed in automobiles are controlled in various ways by taking into account the output torque of the engine. The line pressure is determined by the engine torque. By the way, the engine torque is usually calculated using a signal of the throttle valve opening as one of the inputs. Fig. 8 shows such an engine torque calculation system, where a is a potentiometer-type throttle opening sensor (not shown) that generates a voltage value proportional to the opening of the throttle valve, and the output voltage from this throttle opening sensor a is constant. It is sampled every cycle and inputted to the microcomputer b, which calculates an engine torque equivalent value based on the output voltage of the sensor a, that is, the output signal of the throttle opening.

FIG. 9 is a flowchart for executing the program of the system. First, in step I, AD conversion of the analog signal of the throttle opening into a digital signal is started, and it is determined at the beginning of step whether or not this AD conversion has been performed. do. When the AD conversion has been completed, the process proceeds to step 2, where this AD variation value is input, and in step 2, the input AD conversion value is stored as an engine torque value, and based on this stored engine torque value, the AD conversion value is stored as an engine torque value. The line pressure is then re-determined. The torque detection characteristic at this time is expressed as a stepwise characteristic along the characteristic curve of the actual throttle opening, as shown in FIG.

Problems that the invention aims to solve However, the actual rise and fall of the engine torque is caused by an increase in the throttle valve opening.

This occurs with a slight delay from the throttle opening, so if the throttle opening is changed, the engine torque is determined by the current 1FvD throttle (the engine torque is determined by the throttle opening) before the engine torque reaches the value corresponding to the throttle opening. Let's be done. This tendency is especially noticeable in turbocharged cars as turbo lag. Therefore, when the throttle valve opening increases, that is, when the engine torque rises, the torque is detected as a value larger than the actual engine torque value, and when the throttle valve opening decreases, that is, when the engine torque falls, the torque is detected as a value larger than the actual engine torque value. Torque is detected as a value smaller than the engine torque value. For this reason, when the throttle opening is increased, the line pressure is set higher than the actual required force, and this large line pressure is used to control the friction elements (clutches) of the automatic transmission.

band brakes, etc.), this increases the gear shift lock, and when the throttle opening decreases, the line pressure decreases, increasing wear due to friction element slippage. Ta.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide an engine torque detection device that is capable of detecting a value that corresponds to the actual engine torque even when engine torque is detected based on the throttle opening.

Means for Solving the Problems In order to achieve the above object, the engine torque detection device (A) of the present invention, as shown in FIG. a calculation means (C) for calculating the engine torque by inputting the signal from the sensor (B); It is constructed by comprising a delay means (,D) for causing the delay.

action The above configuration provides the engine torque detection device of the present invention.

In fact, the throttle processor (B) goes up to the delay means (D).
) when there is a delay in the throttle valve opening signal ljj'l,
Since the current engine torque is determined based on this delayed signal, the throttle 1 is
The engine torque will be detected as a value that corresponds to the actual engine torque that occurs with a delay in the opening degree change.

EXAMPLES Hereinafter, examples of the present invention will be explained in detail based on the drawings. In explaining this embodiment, an example will be described in which the engine torque detection device of the present invention is used primarily for controlling an automatic transmission.

That is, FIG. 2 shows the entire circuit of the hydraulic pressure control device for an automatic transmission used in the present invention, and the power transmission train of the automatic transmission controlled by this hydraulic pressure control device, for example, is schematically shown in FIG. There is something like the one shown in the figure.

That is, this power transmission train includes a torque converter 3 that transmits rotation from the Ennon output shaft 1 to the input shaft 2, a 1a star gear set 4, a second planetary gear set 5, an output shaft 6, and various friction elements described below. Consisting of:

The torque converter 3 is driven by the Ennon output shaft 1, and includes a pump impeller 3P that is also used to drive the oil pump O/P, and a turbine launch that is fluidly driven by the pump impeller 3P via the internal working fluid and transmits power to the input shaft 2. 3T, and a stator 3S placed on a fixed shaft via a one-way clutch 7 to increase torque to the turbine launch 3T, and a lock-up clutch 3
This is a normal lock-up torque converter with no additional power. And this torque converter 3 is the release chamber 3R.
While the working fluid is being removed from the apply chamber 3A, the lock-up clutch 3L is released and the engine power is transferred to the input shaft 2 (in the converter state) via the pump impeller 3P and the bin runner 3T. While increasing torque is being transmitted and conversely, working fluid is being supplied from the apply chamber 3A and working fluid is being removed from the release chamber 3R, the lock-up clutch 3L is engaged and the engine power is directly passed through the lock-up clutch. (in the locked-up state) is transmitted to the input shaft 2. In addition,
In the latter lock-up state, the slip of the lock-up torque converter 3 (relative rotation of the pump impeller 3P and the turbine runner 3T) can be arbitrarily controlled (slip control) by reducing the working fluid displacement pressure from the release chamber 3R. I can do it.

The first planetary gear set 4 includes a sun gear 4S and a ring gear 4R.

A normal simple planetary gear set is made up of the meshing binions 4P and a carrier 4C that rotatably supports the binions 4P, and the second planetary gear set 5 is also a sun gear 5S.

A simple planetary gear set consisting of a ring gear 5R, a pinion 5P, and a carrier 5C.

Next, the various friction elements mentioned above will be explained. The carrier 4C can be appropriately connected to the input shaft 2 via a high clutch H/C, and the sun gear 4S can be appropriately fixed by a band brake B/B, and the input shaft 2 can be connected by a reverse clutch R/C.
It can be combined as appropriate. Further, the carrier 4C can be appropriately fixed by a multi-disc low reverse brake LR/H, and is prevented from being reversed (rotation in the opposite direction to the engine) via a row one-way clutch LO/C. ring gear 4
R is integrally coupled to the carrier 5C and drivingly coupled to the output shaft 6, and the sun gear 5S is coupled to the input shaft 2. Ring gear 5R
can be appropriately coupled to the carrier 4C via the overrun clutch OR/C, and is also correlated to the carrier 4C via the forward one-way clutch FO/C and the forward clutch F/C. It is assumed that the forward one-way clutch FO/C connects the ring gear 5R to the carrier 4C in the reverse direction (direction opposite to the engine rotation) when the forward clutch F/C is engaged.

High clutch H/C, reverse clutch R/C, low reverse brake LR/B, overrun clutch OR
/C and forward clutch F/C are respectively operated by the supply of hydraulic pressure to perform the above-mentioned appropriate coupling and fixing, but band brake B/B is connected to 2nd speed servo apply chamber 2S and 3rd speed servo release chamber. Set 3S/R and 4th speed servo apply chamber 4S, and set 2nd speed servo apply chamber 2.
When the second speed selection pressure P is supplied to S/A, the band brake B/B is activated, and in this state, the third speed servo release chamber 3 is activated.
When the 3rd speed selection pressure P is also supplied to 8/H, the band brake B/B becomes inactive, and then when the 4th speed selection pressure P4 is also supplied to the 4th speed servo apply chamber 4S, the band brake B/B is now operational.

Such a power transmission train includes friction elements B/B, H/C, F/
C.

By operating OR/C, LR/B, and R/C in various combinations as shown in the table below, the friction elements FO/C, LO
/C, the rotational state of the elements constituting the planetary gear set 4.5 can be changed, thereby changing the rotational speed of the output side 6 relative to the rotational speed of the input shaft 2. As shown in the table, four forward speeds and one reverse speed can be obtained. Note that in the following table, the O symbol indicates operation (hydraulic inflow), and the °::, ・marks indicate friction elements that should be activated when engine braking is required.

And, PA:: Overrun clutch OR/ as shown by I mark.
While C is operated, the forward one-way clutch FO/C disposed in parallel with it is inoperative, and while the low reverse brake LR/B is in operation, the row one-way clutch LO/C disposed in parallel with it is inoperative. Of course.

By the way, the hydraulic side control device shown in FIG. 2 includes a pressure regulator valve 20, a pressure modifier valve 22, a duty solenoid 24, and a pilot valve 2.
6, torque converter regulator valve 28, lock-up control valve 30, shuttle valve 32, duty solenoid 34, manual valve 36, first shift valve 38,
Second shift valve 40. First shift solenoid 42, second shift solenoid 44, forward clutch control valve 46.3-2 timing valve 48.4-2 relay valve 50
．． 4-2 No-quench valve 52, I range pressure reducing valve 54, shuttle valve 56, overrun clutch control valve 5
8. 37th foot solenoid 60° Overrun clutch pressure reducing valve 63. 2nd speed servo apply pressure accumulator 64
．． The main components are a 3-speed servo release pressure accumulator 66, a 4-speed servo apply pressure accumulator 68, which constitutes a main part of the shock reduction device of the present invention, and an accumulator control valve 7o, and these are connected to the torque converter 3 and the forward clutch F/ C, high clutch H/C, band brake B/B, reverse clutch R/
It is connected to the C low reverse brake LR/B, overrun clutch OR/C, and oil pump O/P as shown in the figure.

The pre-sunya regulator valve 20 includes a spool 20b elastically supported in the left half position in the figure by a spring 20a, and a plug 20c that abuts against the lower end surface of the spool in the figure, and basically the oil pump O/P is connected to the circuit. The oil discharged to 71 is regulated to a pressure determined by the spring force of the spring 20a, but when the plug 20c applies an upward force to the spool 20b in the figure, the above pressure is avoided to increase to a predetermined line pressure. It is something to do. For this purpose, the pressure regulator valve 2o is connected to the circuit 71 via the gutting orifice 72.
Boats 20+ to 20h are configured so that the pressure inside is received by a pressure receiving surface 20d of the spool 20b, thereby urging the spool 20b downward, and are opened and closed according to the stroke position of the spool 20b. The boat 20e is connected to the circuit 71 and arranged so that as the spool 20b descends from the left half position in the figure, it communicates with the boats 20h and 2Of.

As the spool 20b descends 4" from the left half position in the diagram, the communication with the boat 20g, which is used as a drain boat, decreases, and when the communication with this is cut off, it starts communicating with the boat 20e. Then, the boat 2Of is connected to the capacity control actuator 75 of the oil pump O/P through a circuit 74 with a bleed 73 in the middle.The oil pump O/P is an engine-driven variable capacity vane pump as described above. It is assumed that the amount of eccentricity is reduced when the pressure toward the actuator 75 exceeds a value equal to, and the capacity becomes smaller.

The plug 20c of the pressure regulator valve 20 receives modifier pressure from the circuit 76 on its lower end face in the figure, and receives backward selection pressure from the circuit 77 on its pressure receiving surface 20i, and generates an upward force in the figure corresponding to these pressures. Spool 20b
shall be added to.

The pressure regulator valve 2o is normally in the left half state in the figure, and when oil is discharged from the oil pump O/P, this oil flows into the circuit 71. Spool 2
At the left half position of 0b, the oil in the circuit 71 is not drained and the pressure increases. This pressure acts on the pressure receiving surface 20d through the orifice 72, pushes down the spool 20b against the spring 20a, and connects the boat 20e to the boat 20h. As a result, the above pressure is partially drained from the boat 20h and lowered, and the spool 20b is pushed back by the spring 20a. By repeating this action, the pressure regulator valve 2o basically makes the pressure within the circuit 71 (hereinafter referred to as line pressure) to a value corresponding to the spring force of the spring 20a. Incidentally, an upward force due to the modifier pressure from the circuit 76 acts on the plug 20c, causing the plug 20c to come into contact with the spool 20b as shown in the left half position in the figure, and this upward force causes the spool 20b to support the spring 20a. And, as will be explained later, modifier pressure occurs when the reverse is selected, and increases in proportion to the engine load (engine output torque), so the above line pressure increases when the engine load does not increase when the reverse is selected. The price will increase accordingly.

When selecting reverse, plug 20c receives reverse selection 1'E from circuit 77 instead of the above modifier pressure (same value as line pressure).
An upward force is applied to the propeller 20b, so that the line pressure becomes the desired constant value when reversing is selected.

When the rotational speed of the oil pump 0/P reaches or exceeds the rotational speed of the engine, the oil discharge amount that increases accordingly becomes excessive, and the pressure in the circuit 71 exceeds the pressure regulation value. This pressure lowers the spool 20b further from the pressure regulating position in the right half of the figure, causing the boat 2Of to move down to the boat 20e.
and shut off from the drain boat 20g. As a result, some of the oil in the boat 2oe is removed from the boat 2Or and the burrito 73, but a feedback current is generated in the circuit 74.

This feedback pressure increases as the rotation speed of the oil pump O/P increases, and the eccentricity of the oil pump O/P is increased via the actuator 75. (capacity). In this way, the capacity of the oil pump O/P is controlled so that the discharge amount remains constant while the rotational speed exceeds a certain value, thereby preventing an increase in power loss of the engine due to discharge of more than necessary oil.

The line pressure generated in the circuit 71 as described above is supplied to the pilot valve 26, the manual valve 36, the accumulator control valve 70, and the 3-speed servo release pressure accumulator 66 through the line pressure circuit 78.

The pilot valve 26 is equipped with a spool 26b elastically supported in the upper half position in the figure by a spring 26a, the end face of the spool 26b far from the spring 26a faces the chamber 26c, and the pilot valve 26 is further provided with a drain boat 26d. , a pilot pressure circuit 79 with strainer S/T is maintained. A communication hole 26e is provided in the spool 26b to guide the pressure of the pilot pressure circuit 79 to the chamber 26c.
It shall be switched and connected to d.

The pilot valve 26 is normally in the upper half state in the figure, and when it is supplied with line pressure from the circuit 78, it increases the pressure in the circuit 79. The pressure in the circuit 79 reaches the chamber 26c through the communication hole 26e, causing the spool 26b to move to the right in the figure, and when the spool 26b exceeds the pressure regulating position shown in the lower half of the figure,
At the same time as the circuit 79 is cut off from the circuit 78, it is connected to the drain boat 26d. At this time, the pressure in the circuit 79 is reduced, and when the spool 26b is pushed back by the spring 26a due to this pressure reduction, the pressure in the circuit 79 is increased again. In this way, the pilot valve 26 can reduce the line pressure from the circuit 78 to a constant value determined by the spring force of the spring 26a, and output it to the circuit 79 as pilot pressure.

This pilot pressure is transmitted through a circuit 79 to the pressure modifier valve 22, the duty node 24, 34, the lockup control valve 30, the forward clutch control valve 46, the shuttle valve 32, the first . Supplies the second and third shift solenoids 42, 44, 60 and shuttle valve 56.

The duty solenoid 24 includes a coil 24a, a spring 24d, and a plunger 24b, and has an orifice 80.
The circuit 81 connected to the pilot pressure circuit 79 via
It is assumed that when the coil 24a is turned on (energized), it communicates with the drain boat 24c. The duty node 24 is controlled by a computer (not shown) to turn the coil 24a ON and OFF at a constant cycle, and to control the ratio of the ON time to the constant cycle (duty ratio), so that a circuit 81 is connected to the coil 24a according to the duty ratio. generates control pressure. The duty ratio is made smaller as the engine load (for example, engine throttle opening) increases except when the reverse is selected, and thereby the above-mentioned control pressure is made higher as the engine load increases. or,
When selecting reverse, the duty ratio is set to 100%, and the above control pressure is set to 0.

The pressure modifier valve 22 includes a spool 22b that is biased downward in the figure by a spring 22a and control pressure from a circuit 81, and the pressure modifier valve 22 is further connected to an output boat 22C1 pilot pressure circuit to which the circuit 76 described above is connected. An input boat 22d and a drain boat 22e are provided to which the circuit 79 is connected, and the circuit 76 is connected to the chamber 22f facing the end face of the spool 22b that is far from the spring 22a. Then, at the left half position of the spool 22b in the figure, exactly 4-t2
These boats are arranged so that 2c is isolated from boats 22d and 22e.

The pressure modifier valve 22 receives the spring force of the spring 22a and the force of the control pressure from the circuit 81 downward in the figure on the spool 22b, and applies the force due to the output pressure from the boat 22c that has reached the chamber 22f to the spool 22b. Spool 2 is placed in a position where these forces are balanced.
2b is stroked. If the output pressure from the boat 22c is insufficient to compensate for the above-mentioned downward force, the spool 22b descends beyond the pressure regulating position shown in the left half.

At this time, the port 22c communicates with the boat 22d, and receives pilot pressure from the circuit 79 to increase the output pressure.

Conversely, if this output pressure is too high to match the downward force, the spool 22b will rise toward the right half position in the figure.

At this time, the port 22c communicates with the drain boat 22e, and the output pressure is reduced. By repeating this action, the pressure modifier valve 22 adjusts the output pressure from the boat 22c to a value corresponding to the force due to the spring force of the spring 22a and the control pressure from the circuit 81, and uses this as the modifier pressure. The circuit 76 supplies the plug 20c of the pressure regulator valve 20. By the way, as mentioned above, the control pressure increases as the engine load increases except when the reverse is selected, and since it is 0 when the reverse is selected, the modifier pressure is a value obtained by amplifying this control pressure by the spring force of the spring 22a. also increases as the engine load increases except when reverse is selected, and becomes 0 when reverse is selected, and the pre-no-ya regulator valve 2
0 to enable the line pressure control described above.

The torque converter regulator valve 28 includes a spool 28b elastically supported in the right half position in the figure by a spring 28a,
While the spool strokes between the right half position in the figure and the left half position in the figure, the boat 28c is passed through the boat 28d, and as the spool 28b rises from the left half position in the figure, the boat 28c is moved relative to the boat 28d. The degree of communication shall be decreased with respect to the boat 28e, and the degree of communication shall be increased with respect to the boat 28e. Spring 28 is used to control the stroke of spool 28b.
The chamber 28f facing the spool end face far from a is the spool 28
It is made to communicate with the boat 28c through the communication hole 211g provided in b. The boat 28c is connected to a predetermined lubricating part via a relief valve 82, and is connected to the lock-up control valve 30 via a circuit 83.The boat 28d is connected to the boat 20h of the pressure regulator valve 20 via a circuit 84. 28e is connected to lockup control valve 30 by circuit 85. The circuit 85 has an orifice 86 in the middle, and the orifice and the boat 2g
When the circuit 83 is connected to the circuit 83 through the orifice 87, the circuit 88 connects the oil cooler 89 and a predetermined lubricating section 9.
Pass it to 0.

The torque converter regulator valve 28 is normally in the right half state in the figure, and when oil is supplied from the boat 20h of the pressure regulator valve 20 via the circuit 84, this oil is transferred from the circuit 83 to the torque converter as described later. Head to 3. When supply pressure to the torque converter is generated, this torque converter supply pressure reaches the chamber 28f through the communication hole 28g, causing the spool 28b to rise in the figure against the spring 28a. When the spool 28b rises from the left half position in the figure due to an increase in the torque converter supply pressure, the boat 28e opens and a portion of the torque converter supply pressure is removed through the boat 28e and the circuit 88, thereby increasing the torque converter supply pressure. The pressure is adjusted to a value determined by the spring force of the spring 28a. The oil removed from the circuit 88 is cooled by an oil cooler 89 and then directed to a lubricating section 90. Note that if the torque converter supply pressure exceeds the above value due to the pressure regulating action of the torque converter regulator valve 28, the relief valve 82 opens and releases the excess pressure to the corresponding lubricating part to prevent deformation of the torque converter 3. do.

The lock-up control valve 30 is constructed by coaxially abutting a spool 30a and a plug 30b.
When the spool 30a is at the limit position shown in the right half of the figure, the circuit 83 is connected to the circuit 91 from the torque converter release chamber 3R, and when the spool 30a is lowered to the left half position in the figure, the circuit 83 is connected to the circuit 8.
5, and when the spool 30a further descends, the circuit 9
1 is connected to the drain boat 30c. In order to control the stroke of the spool 30a, the end face of the spool 30a far from the plug 30a faces the chamber 30d, and the pressure of the circuit 91 is guided through the orifice 92 to the chamber 30e facing the end face of the plug 30b far from the spool 30a. Make it. In addition, torque converter apply chamber 3A
A circuit 93 from the circuit 93 connects to the circuit 85 at a point closer to the lockup control valve 30 than the orifice 86. In addition, the pilot pressure from the circuit 79 is applied to the plug 30b through the orifice 94 to continue applying downward force in the figure, thereby causing the spool 30a to
to prevent pulsation.

The lock-up control valve 30 controls the stroke of the spool 30a by the pressure supplied to the chamber 30d, and as long as this pressure is sufficiently high, the spool 30a maintains the right half position in the figure. At this time, the oil from circuit 83 is supplied to circuit 91 under pressure regulation by the lux converter regulator valve 28. It flows through the release chamber 3R, the apply chamber 3A, the circuit 93, and the circuit 85, and is removed from the circuit 88. Thus torque converter 3
transmits power in the converter state. As the pressure within chamber 30d decreases, Subur 30a closes orifice 9.
The pressure from 2.94 is lowered in the figure through the plug 30b, and when it has further descended from the left half position in the figure, the pressure regulating oil from the circuit 83 is transferred to the circuit 85.93, the apply chamber 3A, and the leak chamber. 3R, circuit 91. The water flows to the drain boat 30c, and the torque converter 3 transmits power under a slip control state in which the slip decreases as the pressure in the chamber 30d decreases. Room Z from this state
When the pressure inside Od is further lowered, the circuit 91 is completely communicated with the drain boat 30c due to further lowering of the spool 30a, the pressure in the release chamber 3R is reduced to 0, and the torque converter 3 transmits power in a lock-up state.

The shuttle valve 32 controls the stroke of the lock-up control valve 30 together with a forward clutch control valve 46 (to be described later), and includes a spool 32b elastically supported in the lower half position in the figure by a spring 32a. Switch to the upper half position in the figure as appropriate depending on the pressure. When the spool 32b is in the lower half position in the figure, the shuttle valve 32 connects the circuit 95 of the wheel 30d to the pilot pressure circuit 7.
9, and a circuit 96 extending from the chamber 46a of the forward clutch control valve 46 is connected to a circuit 97 from the duty solenoid 34.
When 2b is in the upper half position in the figure, the circuit 95 is connected to the circuit 97, and the circuit 96 is connected to the circuit 79.

The duty solenoid 34 includes a coil 34a and a spring 34.
A circuit 97 consisting of a plunger 34b elastically supported in the closed position at d and connected to a pilot pressure circuit 79 via an orifice 98 is connected to the drain boat 34c when the coil 34a is turned on (energized). The duty solenoid 34 is connected to the coil 34 by a computer (not shown).
A is controlled to turn on and off at a constant cycle, and the ratio of ON time to the constant cycle (duty ratio) is controlled to generate a control pressure in the circuit 97 according to the duty ratio. When the shuttle valve 32 is in the upper half state in the figure and the control pressure of the circuit 97 is used to control the stroke of the lock-up control valve 30, the duty ratio of the solenoid 34 is determined as follows. In other words, under high load and low rotation speeds of the engine where the torque increasing function and torque fluctuation absorbing function of the torque converter 3 are absolutely necessary, the duty ratio is set to 0%.
As a result, the control pressure of the circuit 97 is changed to the circuit 7 which is the source pressure.
Make it the same as the pilot pressure in step 9. At this time, the control pressure in the chamber is 30
d, hold the spool 3Qa in the right half position in the figure,
The torque converter 3 is maintained in a converter state to meet the above requirements. As the demand for both of the above functions of the torque converter 3 becomes lower, the duty ratio is increased and the control pressure is lowered, thereby causing the torque converter 3 to function in a slip control state that matches the demand via the lock-up control valve 30. When the torque converter 3 does not require both of the above functions, the duty ratio is set to 100% and the torque converter 3 is requested via the lock-up control valve 30 by setting the duty ratio to 100%. Keep the streets locked up.

Note that when the shuttle valve 32 is in the right half position in the figure and the control pressure of the circuit 97 is used to control the stroke of the forward clutch control valve 46, the duty ratio of the solenoid 34 is set to reduce the N→D select shock as described later. Or,
determined to prevent creep.

The manual valve 36 can be set in the parking (P) range, reverse (R) range, neutral (N) range, or
Forward automatic gear shift (D) range, forward 2nd gear engine brake (II) range, forward 1st gear engine brake (1)
A spool 36a that is stroked in a range is provided, and a line circuit 78 is connected to boats 36D, 36IT, 361, and 36R according to the selected range of the spool as shown in the following table. Note that in this table, O marks indicate boats that communicate with the line pressure circuit 78, and no marks indicate boats that are being drained.

The first shift valve 38 includes a spool 38b elastically supported in the left half position in the figure by a spring 38a.
It is assumed that when pressure is supplied to 8c, it is switched to the right half position in the figure. When the spool 38b is in the left half position, the first lift valve 38 allows the boat 38d- to pass through the drain boat 38e, the boat 38f to the boat 38g, and the boat 38h to the boat 38i. When in position, boat 38d becomes boat 38j, boat 38f
Let boat 38k pass through boat 38k, and boat 38h pass through boat 38Q.

The second noft valve 40 includes a spool 40b elastically supported in the left half position in the figure by a spring 40a, and this spool is connected to the chamber 4.
When pressure is supplied to 0c, it is assumed to be in the right half position in the figure.

When the spool 40b is in the left half position in the figure, the second shift valve 40 allows the boat 40d to communicate with the drain boat 40e, the boat 40f with the boat 40g, and the boat 40h with the orifice-equipped drain boat 40i.
When is in the right half position in the figure, change boat 40d to boat 40j,
It is assumed that the boat 40f is connected to the drain boat 40e, and the boat 40h is connected to the boat 40k.

What are the spool positions of the first and second noft valves 38 and 40, respectively? The shift solenoids are controlled by a lift solenoid 42 and a second lift solenoid 44, and these shift solenoids are controlled by coils 42a, 44a and a planter 42b, respectively.
44b, and springs 42d and 44d. The first shift solenoid 42 is connected to the pilot pressure circuit 79 via an orifice 99, and the circuit 1 leading to the chamber 38c.
00 is cut off from the drain boat 42c when the coil 42a is ON (energized) to make the control pressure in the circuit 100 the same value as the pilot pressure, which is the source pressure, and thereby the first noft valve 3
8 is to be switched to the right half state in the figure. Further, the second shift solenoid 44 is connected to a pilot pressure circuit 79 via an orifice 101, and a circuit 102 leading to the chamber 40c.
When the coil 44a is ON (energized), the drain boat 44c
The control pressure in the circuit 102 is set to the same value as the pilot pressure of the source pressure, thereby switching the second soft valve 40 to the right half state in the figure.

The first to fourth forward speeds can be obtained by combinations of the ON/OFF states of these shift solenoids 42, 44, and therefore the states of the shift valves 38, 40, which are summarized in the following table.

Table 3: In this table, the ○ mark indicates the right half of the shift valve in the figure (ascended), the X mark indicates the left half of the shift valve in the figure (descends), and /Futo Solenoid 42.44 ON.

OF['' is a computer shown in the figure that determines a suitable gear position based on the vehicle speed and engine load based on a predetermined shift pattern, and determines the appropriate gear position.

Forward clutch computer valve 46 is connected to spool 46
b, and the pilot pressure from the circuit 79 guided through the orifice 103 is applied downward in the figure to the spool to prevent pulsation of the spool, and the spool:
Furthermore, the operating pressure of the forward clutch F/C in the circuit 105 is fed back through the orifice 104,
1. The spool 46b, which is applied downward in the figure, is stroked to a position where the force in the downward direction in the figure due to these pressures and the force due to the pressure inside the chamber 46a are balanced. The spool 46b connects the circuit 105 to the drain boat 46c when it is in the right half position in the figure, and connects the circuit 105 to the circuit 1 when it is in the left half position in the figure.
06, and the circuit 105 is provided with a one-way orifice 107 that exerts a throttling effect only on the hydraulic pressure toward the forward clutch F/C, and the circuit 106 is connected to the boat 36D of the manual clutch F36.

3-2 The timing valve 48 includes a subunil 48b elastically supported at the left half position in the figure by a spring 48a, and at this spool position, the boat 48c and the boat 4 with the orifice 48r are
8a, the pressure inside the chamber 48e is high, and the spool 4
When 8b is in the right half position in the figure, boats 48c and 48a
The gap shall be cut off.

4-2 The relay valve 50 is equipped with a spool 50b elastically supported by a spring 50a in the left half of the figure (device), and at this spool position the boat 50c is moved to the drain boat 50 (1) with an orifice.
, pressure is supplied into the chamber 50e and the spool 50b
When is in the right half position in the figure, the boat 50c becomes the boat 50f.
This shall lead to the following.

4-2 The sequence valve 52 includes a spool 52b elastically supported at the right-hand position in the figure by a spring 52a, and at this spool position, the boat 52c is connected to the drain boat 52d with an orifice, and the pressure in the chamber 52e is high and the spool is closed. 52
When b is at the left half position in the figure, the boat 52c is moved to the boat 52.
It is assumed that it leads to f.

The I range pressure reducing valve 54 includes a spool 54b biased toward the right half position in the figure by a spring 54a, and boats 54c and 54d are provided that communicate with each other at this spool position, and the spool 54b is biased toward the left half position in the figure. A drain port 54e is provided which begins to communicate with the boat 54c when the boat 54d is raised into position and the boat 54d is closed. Spool 5 far from spring 54a
The chamber 54f facing the end face of the tube 4b is connected to the boat 54c via an orifice 108. Thus, the I range pressure reducing valve 54 is normally in the right half state in the figure, and when pressure is supplied to the boat 54d, pressure is output from the boat 54c.

This output pressure acts on the lower end surface of the spool 54b in the figure through the orifice 108, and as the output pressure increases, the spool 54b
4b as shown in the figure. When the spool 54b rises above the left half position in the figure, the boat 54c moves to the drain boat 54e.
, the output pressure from the boat 54c is reduced. When the spool 54b is lowered to more than the left half position in the drawing due to this decrease in output pressure, the boat 54c communicates with the boat 54d, increasing the output pressure from the boat 54c. By repeating this action, the output pressure from the boat 54c becomes - of the spring 54a.
The pressure is reduced to a constant value determined by the spring force.

The shuttle valve 56 has a spool 56b elastically supported in the left half position in the figure by a spring 56a, and this spool is connected to the chamber 56.
It is held in this position when there is a pressure supply to g, but chamber 5
While no pressure is supplied to 6g, when the upward force in the figure due to the pressure from the boat 56c exceeds the value, it is stroked to the right half position in the figure. At the left half position in the figure, the boat 56d is connected to the circuit 109 from the third shift solenoid 60, and at the same time, the boat 56e is connected to the drain boat 56f, and at the right half position in the figure, the boat 56d is connected to the pilot pressure circuit 79. 56e is connected to the circuit 109.

The third shift solenoid 60 includes a coil 60a, a plunger 60b, and a spring 60d.
circuit 109 connected to pilot pressure circuit 79 via 0
When the coil 60a is ON (energized), the drain port 60c
It is assumed that the control pressure in the circuit 109 becomes the same value as the pilot pressure which is the source pressure. Note that whether the third lift solenoid 60 is turned on or off is determined by a computer (not shown).

Overrun clutch computer valve 58 is spring 58a
It is assumed that a spool 58b is elastically supported in the left half position in the figure, and this spool is switched to the right half position in the figure when pressure is supplied to the chamber 58c. Also, the spool 58b connects the boat 58d to the drain boat 58e and the boat 58f to the boat 58g at the left half position in the figure, and connects the boat 5&d to the boat 58h and the boat 58f to the drain boat 58e at the right half position in the figure. It is assumed that the

The overrun clutch pressure reducing valve 62 holds the spool 62b in this position by applying a downward force in the figure when there is a tool on the spool 62b, which is elastically supported in the left half position in the figure by a spring 62a. When pressure is supplied to boat 62d while there is no pressure inflow from boat 62c, this pressure increases the output pressure from boat 62e. This output pressure is fed back to the chamber 62f, and when it reaches a value corresponding to the spring force of the spring 62a, the spool 62b is moved to the right half position in the figure to cut off the connection between the boats 62d and 62a, and the overrun clutch pressure reducing valve 62 is moved to the boat 62e. It is assumed that the output pressure from the spring 62a is reduced to a constant value determined by the spring force of the spring 62a.

The 2-speed servo apply pressure accumulator 64 includes a service piston 64a elastically supported in the left half position in the figure by a spring 64b, and a chamber 6 defined between both ends of the service piston 64a.
4c is opened to the atmosphere, and the small diameter end face and large diameter end face of the stepped piston are made to face the closed chambers 64d and 64e, respectively.

The third-speed servo release pressure accumulator 66 is constructed by elastically supporting a stepped piston 66a at the left half position in the figure by a spring 66b, and is defined between both ends of the stepped piston.
ipfy*H';I's -y I ・ノ rT
IEIS! 751 ) 16 L-f&h 10 The small diameter end face and large diameter end face of the piston are each placed in a sealed chamber 66d.

66e.

The 4th speed servo apply pressure apply pressure 68 is the service piston 6
8a is elastically supported in the left half position in the figure by a spring 68b, and a sealed chamber He is defined between both ends of the service piston, and a small diameter end face and a large diameter end face of the stepped piston are respectively connected to a sealed chamber 68d, 68e.

Is the accumulator control valve 70 a spring? A chamber 70c includes a spool 70b elastically supported at the left half position in the figure by Oa, and faces the end face of the spool 70b far from the spring 70a.
The control pressure of the circuit 81 is guided to. The spool 70b connects the output port door 0d to the drain port 70e at the left half position in the figure, and when the control pressure to the chamber 70c becomes high and the spool 70b rises above the right half position in the figure, the boat 70d is connected to the line pressure circuit. 78 shall be switched and connected. Then, the output port door 0d is connected to the accumulator chamber 64d by the circuit 111.
The chamber connected to 68c and housing the spring 70a? Of
Also connect to.

Thus, the accumulator control valve 70 raises the spool 70b above the right half position in the figure by the control pressure applied to the chamber 70c except when the reverse movement is selected. As a result, the line pressure from the circuit 78 is output to the circuit 111, and when the pressure in the circuit 111 reaches a value corresponding to the control pressure, the spool 70b is elastically supported at the right half position in the figure. Therefore, the pressure in circuit Ill is regulated to a value corresponding to the control pressure, but
As mentioned above, the control pressure increases as the engine load (engine output torque) increases except when reverse is selected.
chambers 64d, 68c of accumulator 64.68
The pressure supplied to the accumulator back increases as the engine output torque increases. Note that when the reverse is selected, the control pressure is O, so no pressure is output to the circuit ill.

Next, to provide a supplementary explanation of the hydraulic circuit network, the circuit 106 extending from the boat 36D of the manual valve 36 is connected halfway to the boat 38g of the first shift valve 38 and the boat 40g of the second shift valve 4o. It is also connected to the boat 56c of the shuttle valve 56 and the board 58g of the overrun clutch control valve 58 via a more branched circuit 112. The boat 38f of the first soft valve 38 is the circuit 11
3 to the boat 50f of the 4=2 relay valve 50, and also to the accumulator chamber 64e and the 2-speed servo apply chamber 2S/8 via the one-way orifice 114, and the boat 50f is connected to the shuttle valve 32 by the circuit 115.
It is also connected to the chamber 32c. Furthermore, the boat 38h of the first shift valve 38 is connected to the chamber 5 of the 4-2 relay valve 50 by the circuit 116.
0e and the boat 58h of the overrun clutch control valve 58, and the boat 50 of the 4-2 relay valve 50.
c is connected to the boat 40k of the second lift valve 40 by the circuit 117.
Connect to. To the boat 38 of the first lift valve 38, 38
Q together with the boat 40f of the second shift valve 40 in the circuit 118
is connected to the high clutch 11/C, and in the middle there is a pair of one-way orifices 1 arranged in opposite directions.
Insert 19.120. A circuit 121 branched from the circuit 118 between these orifices and the high clutch H/C is connected to the 3-speed servo release chamber 3S/R and the accumulator chamber 66e via the one-way orifice 122, and a circuit 123 that bypasses the one-way orifice 122 Connect the boats 48c and 48d inside and set the 3-2 timing valve 48 rou / 7'l
A circuit 124 branched from the circuit 121 between the speed control valve and the release chamber 3S/R is connected to the chamber 5 of the 4-2 sequence valve 52.
2e, the boat 52 of the 4-2 no-quench valve 52
c and 52f are connected to the boat 38i of the first lift valve 38 and the boat 40h of the second shift valve 40, respectively.

The boat 38j of the first soft valve 38 is connected to the boat 40d of the second shift valve 40 by the circuit 125, and the boat 38d is connected to the boat 40d of the second shift valve 40.
is connected by circuit 126 to one inlet boat of shuttle ball 127. The other inlet boat of the shuttle ball 127 is connected by a circuit 128 on the one hand to the boat 36R of the manual valve 36 together with said circuit 77 and on the other hand to the reverse clutch R/
C and the accumulator chamber 68d, and the exit boat of the shuttle ball 127 is connected to the low reverse brake LR/B by a circuit 130. The boat 40j of the second noft valve 40 is connected to the boat 54c and chamber 54f of the I-range pressure reducing valve 54 through a circuit 131, and the boat 54d of the I-range pressure reducing valve 54 is connected to the boat 361 of the manual valve 36 through a circuit 132.

The boat 56e of the shuttle valve 56 is connected to the 3-
2 connected to the chamber 48e of the timing valve 48, and the boat 56d
is connected to chamber 58c of overrun clutch control valve 58 by circuit 134. The boat 58d of the overrun clutch control valve 58 is connected to the accumulator chamber 66d by a circuit 135, and is connected to the accumulator chambers 68e and 4 through a one-way orifice 136.
Connect to the speed servo apply chamber 4Sc. The boat 58f of the overrun clutch control valve 58 is connected to the boat 62d of the overrun clutch pressure reducing valve 62 through a circuit 137, and the boat 62e of the pressure reducing valve 62 is connected to the boat 62d of the overrun clutch pressure reducing valve 62 through a circuit 137.
38 to the overrun clutch OR/C, and a check valve 139 is provided between the circuits 137 and 138.

The boat 62c of the overrun clutch pressure reducing valve 62 is connected to the boat 36[I of the three manual valves and the chamber 56g of the shuttle valve 56 by a circuit (40).

By the way, FIG. 4 shows an engine torque detection device 200, which uses the torque value obtained by this engine torque detection device 200 as one control signal to control the duty ratio of the duty solenoid 24 of the hydraulic pressure control device. It has become. That is, the engine torque detection device 200
is a microcomputer 2 with built-in torque calculation means.
01, and a throttle sensor 202 that outputs a throttle valve opening signal to the microcomputer 201. In addition to the throttle valve opening signal, the microcomputer 201 also receives an engine rotation speed signal and a gear position signal.

Signals for detecting vehicle operating conditions, such as a solenoid drive current signal 1 and an operating hydraulic pressure signal, are input. Note that the microcomputer 201 includes a central processing unit (CPU).
) 203, an input/D converter 204 that converts the analog quantity of the throttle valve opening signal into a digital quantity and inputs it to the central processing unit 203, and converts the control signal output from the central processing unit 203 into a pulse signal. and a solenoid drive circuit 205 that outputs a drive current to the duty solenoid 24, and a throttle opening signal from the throttle sensor 202 is input to the AD converter 204 via a delay means 206. It has become. The delay means 206 sequentially stores throttle opening signals that are interrupted at regular intervals and outputs the previous 44 signals to the AD converter 204 as the current throttle opening signal.

FIG. 5 shows a flowchart for executing a program to be processed by the microcomputer 201, in which the throttle valve opening signal that is interrupted at a fixed time is sent to ADNEW-ADOLD in step X.

ADOLD-ADOLDER, ADOLDER→ADO
LDEST and the final ADOLDEST is the value corresponding to the current engine torque.

ADNEW is the latest throttle valve opening signal.

ADOLD is the previous throttle valve opening signal, ADOLD
ER is the throttle valve opening signal from the time before last, ADOLDES
T is the previous 44 throttle valve opening signal signals. Then, the ADOLDEST signal outputted from the step Next, this AD
The converted value is inputted manually as ADNEW in step (2), and the engine torque value is calculated in step (x). Then, based on this calculation result, the output hydraulic pressure is determined in step xv,
A solenoid drive current corresponding to this hydraulic pressure is output, and the duty solenoid 24 is duty-controlled. Although the above program shows the case where the ADOLDEST signal is replaced as the current signal, in consideration of the scheduled interrupt time and the actual engine torque output delay time, the ADOLDEST signal is replaced as the current signal.
The ER signal or the ADOLD signal may be used as the current signal, or a signal older than the ADOLDEST signal may be used as the current signal.

By the way, in FIG. 6, the solid line indicates the torque characteristic (a) obtained by the engine torque detection device 200,
It is understood that the rise or fall lags behind the throttle valve opening characteristic (b).

In the figure, the torque characteristic (c) shown by the two-dot chain line is the one that has been used in the past.

By the way, the solenoid drive signal outputted from the microcomputer 200 is also controlled by a vehicle driving state detection signal other than the throttle valve opening signal, so that the duty solenoid 24 is appropriately controlled. still,
FIG. 7 shows the characteristics of the output hydraulic pressure generated with respect to the drive duty ratio of the duty solenoid 24.

In this way, in this embodiment, the duty solenoid 24
However, since it is driven based on the engine torque value that is calculated using the throttle valve opening signal from the time before the previous one that is interrupted at regular intervals as the current signal, it is possible to get closer to the engine torque that is actually output. . Therefore, in the hydraulic pressure control device shown in FIG. 2, the duty solenoid 24 is controlled with an engine torque value close to the actual value, so that the line pressure in the circuit 78 regulated via the pilot valve 26 is controlled by the pilot valve 26. The pressure is supplied from the circuit 79 to the duty solenoid 24, and the duty solenoid 2
4 creates a duty control pressure according to the actual engine torque. This appropriately controlled duty control pressure is supplied as a control pressure to the upper end of the pre-tuner modifier valve 22 in the figure, and is also supplied to the lower end of the accumulator control valve 70 in the figure. Therefore, the control pressure supplied to the pressure modifier valve 22 causes the valve 22 to operate properly, and the signal pressure output to the pressure modifier valve 20 via the circuit 76 is adjusted to reflect the actual engine torque value. The Bretsunoya regulator valve 20 is operated according to the hydraulic pressure. Therefore, the line pressure regulated by the pressure regulator valve 20 is
This corresponds to the actual engine torque value, which allows the friction elements to be properly engaged during gear shifting, prevents the line pressure from becoming too high when the throttle opening increases, and also prevents the line pressure from becoming too high when the throttle opening is low. Prevents line pressure from dropping, significantly reducing shift shock and friction element wear.

Furthermore, by supplying the appropriate duty control pressure from the duty solenoid 24 to the accumulator control valve 70, the accumulator back pressure supplied to the accumulators 64 and 68 is controlled in accordance with the actual engine torque value, Appropriate shift timing can be obtained.

In the above embodiment, the duty solenoid 24 is controlled in accordance with the actual engine torque. However, the present invention is not limited to this, and the lock-up control valve 30 and the forward clutch control valve It goes without saying that the engine torque detection device 200 of the present invention can be used to control the duty solenoid 34 that supplies control pressure to the engine torque sensor 46. Further, the engine torque detection device of the present invention can be used for duty solenoid (solenoid valve) control used not only in the type of hydraulic pressure control device shown in FIG. 2 but also in other types of hydraulic pressure control devices. Of course, it goes without saying that the device of the present invention can be used not only for controlling hydraulic pressure of an automatic transmission but also for other control mechanisms, such as fuel injection control of an engine.

Effects of the Invention - L As explained above, in the engine torque detection device of the present invention, when the engine torque is detected based on the throttle valve opening, the signal for converting the throttle valve opening is The current engine torque is calculated based on the delayed signal, so
This calculated engine torque can be approximated to the actual engine torque value that is output with a delay with respect to changes in the throttle valve opening, allowing more precise control of the system controlled by the engine torque. It has excellent effects.

[Brief explanation of drawings]

FIG. 1 is a conceptual diagram showing an engine torque detecting device of the present invention, FIG. 2 is an overall circuit diagram showing an embodiment of a hydraulic pressure control device for an automatic transmission in which the engine torque detecting device of the present invention is used, and FIG. The figures are shown in FIG.
The figure is a system diagram showing one embodiment of the engine torque detecting device of the present invention, and FIG. 5 is a system diagram showing an embodiment of the engine torque detecting device shown in FIG. 4. is a torque characteristic diagram obtained by the present invention, FIG. 7 is a characteristic diagram showing the relationship between the duty ratio and output hydraulic pressure obtained by the duty solenoid shown in FIG. 2, and FIG. 8 is a diagram showing the conventional edge torque detection. FIG. 9 is a system diagram of the device, FIG. 9 is a flowchart for executing a program of a conventional engine torque detection device, and FIG. 10 is a conventional torque characteristic. 200... Engine torque detection device, 201... Microcomputer (arithmetic device), 202... Throttle sensor, 206... Delay means. 2 people Figure 6 Figure 7 0@/e fs -44F
loo”l*Figure 8Figure 9

Claims (1)

[Claims] (1) In a device that calculates engine torque by using a signal of the throttle valve opening of the engine as one of the inputs, a delay means is provided to add a delay time to the calculation with respect to a change in the throttle valve opening, and this delay means An engine torque detection device characterized in that the engine torque is calculated based on the replaced throttle opening delay signal.